Simplex train control



March 31. 1925.

'. A. L. RUTHVEN SIMPLEX TRAIN CONTROL fori inal Filed Ma ch 13, 1922 a Juveukw:

A L .RUTHVEN,

Patented Mar. 31, 1925.

UNITED STATES 1,531,576 PATENT OFFICE.

ALFRED I. RUTHVEN, OF ROCHESTER, NEW YORK.-

SIMPLEX TRAIN CONTROL' Original application filed March 13, 1922, Serial No. 543,307,'now Patent N 0. 1,507,431, dated September 2, 1924. Divided and this application filed August 7, 1924. Serial No. 730,622.

To all whom it may concern:

Be it known that I, ALFRED L. RUTIIVEN, a citizen of the United States, residing at Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Simplex Train Controls, of which the following is a specification, reference being had therein to the-accompanying drawing.

The present invention relates to train controlling apparatus, and is more particularly an improvement over the apparatus disclosed in my U. S. Patent No. 1,470,108, dated October 9, 1923, this application being a division of the application filed March 13, 1922, Serial No. 543,307, now Pat-- ent No. 1,507,431, granted September 2,

It is the object of the invention to provide a train control apparatus of the general kind disclosed in the above-mentioned patent, and improved generally in the several devices and details forming the component parts of the apparatus.

One of the more specific objects of the invention is the provision of means whereby when a caution signal or similar impulse is received by the vehicle equipment, the vehicle must slow down below a predetermined speed of say fifteen miles per hour, and is prevented from running above such speed for a given distance, such as a block, in order that the caution or similar condition be maintained through the block or predetermined distance .of the track.

lVith the foregoing and other objects in view, which will be apparent as the description proceeds, the invention resides in the construction and arrangements of parts, as hereinafter described and claimed, it being understood that changes can be made within the scope of what is claimed, without departing from the spirit of the invention. V

The invention is illustrated in the accompanying drawing, wherein Figure '1 is a diagrammatical view of the vehicle or train equipment.

Fig. 2 is a plan View of the ratchet device of such equipment.

Fig. 3 is .a diagrammatical detail view of a modification in the speed control terminating means.

The track part of the apparatus employs the traflic rail R, although a special control rail or conducting means can be used if desired, but such special rail is unnecessary inasmuch as the trafiic rails will sufiice in most instances. As shown, two wheels WV and WV travel on the rail R, and these wheels may be the wheels of the locomotive, tender or one or more cars, or may be special contact members. As shown, the wheel \V is insulated from the wheel W, and a vehicle control circuit 8 has its terminals connected to the wheels W and TV so that said circuit will normally be closed whenever the rail R is electrically continuous between said wheels.

The control circuit 8 is opened or broken by the provision of insulated joints in the rail at control stations, there being two longitudinally spaced isolated rail sections 9 at each control station, which rail sections are insulated, as at 9', from the'longer sections of the rail. \Vhen the insulated wheel or contact member W moves on the isolated rail sections 9 which are disconnected electrically from the main rail sections, the insulation 9 will break the circuit 8. The wheel WV not being insulated from the other wheels of the locomotive or vehicle, will prevent the circuit 8 from being broken more than once as the wheels WV and W" pass over one isolated rail section 9. Thus, when the wheel 1V is on an isolated rail sec-- tion 9, suchwheel is electrically connected with the other wheels of the car or train, thereby still completing the circuit 8 through the main rail sections, it being understood that all of the wheels of the train are'elec-' trically connected through the car couplings and other connections, as well as through the rails, and only when the wheel l/V moves on the isolated sections 9, with the bridging means open, is the circuit 8 broken.

Any suitable number of isolated rail sec-- tions 9 or insulated joints in the rail R can be provided in series or suitably spaced intervals at a control station or portion of the track, whereby the vehicle or train in moving along the track and passing over the isolated rail sections 9 in succession, will break the circuit 8 one or more times, according to the conditions. 4

In order to control the vehicle equipment from the track, under traffic or other conditions, each isolated rail section 9 is bridged by a suitable switch 10 with the main rail sections, which are bridged or connected across the isolated sections 9 by the conductors 15, thereby making the main or long rail sections electrically continuous,

whereby they can, if desired or necessary,

be used as parts of the track circuits. The switch 10 electrically connects the isolated rail section 9 with the conductor 15, thereby bridging the insulation 9, in which event the circuit 8 of the vehicle equipment is not open when the wheel W passes on said isolated rail section, but when the switch 10 is open, this disconnects the isolated rail section from the main rail sections, so that the vehicle circuit will be broken when the wheel W passes over the isolated rail section. 'As shown in the afresaid application, the isolated rail sections,9 can be used in both rails, but may be used in one rail only, as shown in the accompanying drawlhe bridging switches 10 of the several isolated rail sections can be operated by any suitable means. As shown, electromagnets 11 are employed for holding the switches 10 closed, and the'switches will open automatically if the magnets are deenergized, either intentionally or by failure of the track equlpment, thereby providing a positive breaking or opening of the circuit 8 when the wheels pass over the isolated rail sections.

Comin to he vehicle equipment of which the circuit 8 and contact wheels W and W are a part, such circuit is energized by an electrical generator 16 or other source of electrical current, thereby energlzing, when,

the circuit is closed, the electromagnets 17 and 18 of'a responsive ratchet device 19 for producing caution and danger signals or conditions, or such other signals or conditions as may be desired or required. The circuit 8 includes in series the wheel W, cup 56, pawl 34, armature lever 33, electromagnets 54, 17 and 18, left hand detector plate 57 generator 16, right hand detector plate 57 and wheel W, the parts 33, 34, 54, 56 and 57 being described more in detail hereinafter. As shown, the device 19 controls a caution electromagnet or device 20 and a danger electromagnet or device 21. The magnets 20 and 21 are,disposed in the respective conductors. 22 and 23, and said magnets can operate suitable signal members or 'controlling device s, such as disclosed in my copending applications Serial Nos. 215,- 300 and 257 ,336 filed February 4, 1918, and October 8, 1918, respectively, (now U. S. Patents No. 1,372,457, dated March 22, 1921, and No. 1,374,954, dated April 19, 1921, respectively) although anysuitable signalling or controlling devices may be controlled by the device 19. For purpose of illustration, I

pivoted armatures 24 and 25 for the magnets 20 and 21 are provided, which are normally attracted to said magnets, when they are energized said armatures will swing or drop to give caution and danger signals or to produce corresponding conditions, respectively.

The ratchet device 19 is responsive to track conditions for controlling the vehicle equipment accordingly, and includes a ratchet wheel or drum 26 having a segment 27 normally engaged by a contact 28 to which the conductor 22 leads. A second wheel 26 is rotatable with the Wheel 26 and has a seg ment 29 normally engaged by a contact 30 to which the conductor 23 leads. The arrangement is such, that when the wheels are advanced one step, the segment 27 is re' moved from the contact 28, thereby opening the circuit (described in detail hereinafter) through the magnet 20 whereas the segment 29 still engages the contact 30, but when the wheels are advanced another step, the segment 29 is also removed from the contact 30 thereby also opening the circuit (hereinafter described) of the magnet 21. In this manner, the signalling or controlling devices are operated in succession for producing a caution signal or condition first and then a danger signal or condition, so that a series of signals or conditions are obtained in progressive succession, as the device 19 is .ad-

conductor 22', with the circuit 8 between the magnet 18g.and generator 16, and the magnets 20 and 21 are connected by the conductor 23 with the circuit 8 so thatpthe magnets 20 and 21 receive current from the generator without being affected by the breaking of the circuit 8 between the wheels W and W. The circuit of the caution magnet 20 includes the conductor 23', generatorlG, part of circuit 8 through left hand detector plate 57, conductor 22, shaft 31, segment 27, contact 28, one of the conducto-rs22 leading toone of the contacts 62. a switch 63, the other contact 62, magnet 64 and the other conductor 22. The circuit of the danger; magnet 21 includes a switch 55, conductor 23', generator 16, part of circuit 8 through the left hand detector plate 57, conductor 22, shaft 31, segment 29, contact 30 and conductor 23.

The electromagnet 17 in the main vehicle circuit 8 serves the purpose of advancing the wheel26 step by step as the circuit 8 is opened and closed in succession.

Thus, an armature lever 33 is attracted by said mag- 1 ence of the electromagnet 18, which magnet.

serves to release the pawl from the ratchet wheel when the wheel has been advanced a step. .The pawl swings by gravity against the wheel when the magnet 18 is deenergized. Normally, the armature lever 33 is attracted by the magnet 17 and the pawl 34 attracted by the magnet 18, when the circuit 8 is normally closed, and when the circuit is broken, either intentionally or accidentally, or should the current fail, the magnets 17 and 18 are deenergized, thereby releasing both the lever 33 and its pawl 34. Such lever will drop and the pawl engage the notch or tooth 35,. and when the circuit 8 is again closed, the lever 33 is attracted by the magnet 17 thereby turning the wheel 26 one step, and when the step is completed,

the pawl 34 moving with the lever will swing the armature 37 thereof in close proximity with the pole of the magnet 18, so that said pawl is attracted to the magnet 18 and disengaged from the wheel 26, thereby providing for the advance of the wheel 26 and the releasing of the pawl 34 with one operation.

Means are provided for holding the wheel 26 when advanced one or more steps, so as to maintain the signalling or controlling conditions dependent on those conditions, and, for this purpose, a pair of catches or detents 39 and 40 are pivotally mounted to bear against the periphery of the wheel 26, and said wheel has a notch or tooth 41 for the engagement of the catch 39 when said wheel is advanced one step as above described. The wheel 26 has a second notch or tooth 42 for the engagement of the catch 40 when the wheel is advanced a second step, should the circuit 8 be broken or opened the second time, resulting in the repetition of the operwith one of the wheels of the vehicle.

governor has a slide or plate 46 slid up and ation of the lever 33 and its pawl 34, during which the pawl 34 will engage the second notch or tooth 36 to advance the wheel 26 the second step.

The restoration to normal conditions is controlled by the speed or motion of the vehicle, thereby requiring certain conditions as to the movement of the vehicle to be complied with before normal conditions are restored. For this purpose, a governor 43 is provided, being operated according to the speed of the vehicle, and said governor is mounted on a shaft 44 which is operatively connected, by any suitable means, as at 45, Said down by the governor when the speed of the vehicle is increased and decreased, respectively. The catches 39 and 40 have portions 48 and 49, respectively, provided with the slots 50 and 51 receiving pins or studs 52 and 53 carried by the plate 46. The slot 50 is of such a length that when the vehicle is travelling at caution speed, of say fifteen miles per hour or under, the pin 52 strikes the catch 39 at the lower end of said slot and swings the catch away from the wheel 26, and the slot 51 is of such a length that when the vehicle is brought to a stop, the pin 53 contacts with the catch 40 at the lower end of the slot to raise the catch 40 and disengage it from the wheel 26. The caution catch 39 and danger catch 40 are thus controlled by the governor according to the movement of the vehicle, requiring the slowing down of the 'vehicle to caution speed in order to release the catch 39 and the stopping of the vehicle to release the catch 40.

A safety device is provided for opening the circuit 8 if the magnet 17 fails to be reenergized after the opening of the circuit 8 and reclosing of said circuit between the wheels W and 1V. For-this purpose, an electromagnet 54 is disposed in the circuit 8 in series with the magnets 17 and 18, and normally closes a switch 55 between the magnet 21 and the conductor 23', and the magnet 54 is a slow acting one, so that the switch 55 will only be released after an interval of time. Accordingly, if the magnet 17 is deenergized by the opening of the'cirthe lever 33 so as to turn the ratchet device 19, then after an interval of time suflicient for the magnet 17 to act, the magnet 54 will become dead, thereby releasing the switch 55 and opening the circuit of the magnet 21 to give a danger signal, thereby avoiding the possibility of proceeding with the apparatus out of commission. The magnet 54 will only act time after being deenergized.

Another precautionary arrangement is the fact that the armature lever and its pawl 34 are a part of the circuit 8, being connected in series with the magnets 17, 18 and 54, and the free terminal of the pawl 34 dips in a cup 56 of mercury or other conducting liquid to close the circuit through said pawl without interfering with the movement of said pawl. Should the lever 33 or pawl 34 be removed, or'broken, either accidentally or intentionally, this would immediately open the circuit 8 and produce danger conditions.

A tell-tale or detecting arrangement of the circuit 8 in connection with the insulaif the magnet 17 is not reenergized in the required length of &

tion 7 is used, whereby the breaking down 61, the vehicle can proceed under caution of the insulation will result in the apparatus giving a danger signal or condition. Thus, the circuit 8 includes the plates 57 embedded in the insulation 7 between the.

wheels WV and W, and said plates are so arranged that a short circuit between the plates or between either plate and the corresponding wheel \V or \V will cut ofi' the current fromthe magnets, thereby letting the eduipment go to danger. Thus, the plate 57 of the terminal of the circuit 8 which extends to the wheel WV is disposed nearest to the metallic portions in electrical connection with-the wheel \V, and the other plate 57 is disposed nearest to the frame or other metallic portions in electrical connection .with'the wheel 1V, so that a short circuit will assure of a connection between the conductors of the circuit between the gen erator 16 and the magnets 17, 18 and 54, so

that the magnets will be deenergized. In this manner, should the insulation break down, the apparatus will immediately glVO a danger signal or indication.

. Means are provided for maintaining caution controlling conditions of the vehicle, even though the vehicle; is slowed down. Thus, the conductors 22 have branches connected to contacts 60 arranged to be engaged by a switch 61 carried by the governor slide 46 when the vehicle is travelling under caution speed, said switch being removed from the contacts 60 when the vehicle is travelling above caution speed. The contacts 60 as shown, are yieldmgly supported so as to move downwardly with the switch 61 when the vehicle slows down. Another pair of contacts 62 are connected to the conductors 22 in multiple with the contacts 60, and the contacts 62 are nor mally engaged by the switch 63 under the influence 0t an electromagnet 64 which is disposed in one of the conductors 22 between one contact 60 and the corresponding contact 62. The switch 63 is held closed by the magnet 64 which is in series with the magnet 20, and when the ratchet device 19 is operated one step, the breaking of the circuit of the magnet 20 will also deenergize the magnet 64, thereby releasing the switch 63 and disconnecting the contacts 62. Accordingly,'if the vehicle is slowed down or is travelling at caution speed, whereby the wheel 26 is released and returned to normal position, and the switch 61 engages the contacts 60, to close the auxiliary circuit of'the magnet 20, the circuit of the magnet 64 is still open because the switch 63 forms a part of the circuit of'the magnet 64 (providing a stick relay) but not of the contacts 60 and magnet 20. Thus, when the vehicle is travelling at caution speed, with the ratchet device restored to normal position, and the circuit of the magnet 20 closed by the swltch speed, but should the speed be increased above that permitted, the switch 61 is removed from the contacts 60, thereby opening the circuit of the magnet 20 and again imposing the caution control. Thus, the switch 61 cooperating with the contacts 60 under the control of the governor, will require the travel of the vehicle under. caution speed when a caution signal or indication has been given, resulting in the magnet 64 having been deenergized. This condition will be maintained until relieved by the can tion-ma1ntaining device as presently described. The auxiliary circuit of the magnet 20,-under caution speed, includes the generator 16, conductor 23', magnet 20, conductors 22 with the switch 61 bridging the contacts 60, contact 28, segment 27, shaft 31,

conductor 22' and the portion of circuit 8 leadlng from conductor 22 to the generator 16.

The caution-maintaining device includes an elcctron'iagnet 65 connected tothe circuit 8 to be energized therefrom and fulcrumed, as at 66, for pivotal or oscillatory movement, and having its core extended into an arm 67, which is ofl'set downwardly so as to be disposed close enough to one of the rails of the track, to be attracted thereto against the tension of the springs 68 and the weight of the magnet 65. The magnet 65 carries a switch 69 to engage a contact 70 when the arm 67 is released from its attraction to the rail, and the switch 69 is connected by a conductor 71 (attached to the switch) between the magnet 64 and corresponding contact 62, whilethe contact 70 is connected by a conductor 72 with the upper or opposite conductor 22. In other words, the switches 69 and 63 are connected in parallel with one another in series with the magnet 64. The core arm 67 of the magnet 65 remains attracted to the rail, I thereby holding the switch 69 open, but should the arm 67 and magnet 65 be released from attraction to the rail, the switch 69 will be closed by moving against the contact '70, thereby connecting the magnet 64 in the circuit with the magnet 20, so that the magnet 64 is reenergzed to attract theswitch 63 and again close said switch.

The circuit of the magnet 64 includes the generator 16, conductor 23', magnet 20, one conductor. 22, magnet 64, conductor 71, switch 69, contact 70, conductor 22, other conductor 22, contact 28, segment 27, shaft 31, conductor 22 and part of circuit 8 leading tothe generator 16. The switch 63 being closed will complete the circuit of the magnets 20 and 64 without the switch 61, and the vehicle can then be speeded up again, theswitch 63 now replacing the switch 61 to complete the circuit of the magnet- 20., In order to release the arm 67 and magnet 65 from the rail, the rail is provided therein at a suitable point, such as near the end of the block, with a section of brass, manganese steel or other non-mag nctic material, in order that when the, arm 67 passes over such non-magnetic section of the rail, it will be released from attraction to the rail and moved by the spring 68 or gravity to close the switch 69 and thus terminate caution control. The first rail section 9at each control may be of the non-magnetic material, for terminating the speed control. The switch 69 can also be actuated in difi'er ent known ways for the same purpose. It is thus possible to maintain the vehicle under caution control for any given distance of the track, preferably the length of a block,

- to compel the vehicle to travel under caution speed through a block after a caution signal or indication, the caution control being relieved when the vehicle reaches the end of the block, so that if a clear signal awaits the vehicle in reaching the next clock, it can proceed without restriction as to speed.

A variation is shown in' Fig. 3, wherein, instead of using the non-magnetic section of rail, an armature or member 78' of iron or magnetic material is disposed on the track at a suitable point, and the magnet arm' 67 is not disposed over the grail or magnetic portion of the track, whereby the arm 67 is normally raised by the gravitation of the magnet "In this case, the contact 70 is located above the switch 69 so that the switch is normally down in open position, and when the arm 67 passes over the armature 78, it is attracted downwardly thereto, as shown in Fig. 3, thereby raising the switch 69 against the contact 7 O and closing the circuit to terminate caution conditions,

as above described.

second magnet 11 remain energized.

The operation of the apparatus is as follows: In clear conditions, the bridging switches 10 are closed across the insulation 9' between the isolated and main rail sections, so that the circuit 8 of the vehicle will remain closed as the vehicle passes the isolated rail sections, thereby maintaining the vehicle equipment in clear condition unless there is a "failure of current, a short circuit, or the like, which will result in a danger or caution signal. 7 Should the semaphore or other control mechanism be set for caution, the first magnet 11 is deenergized and tpe 11 other words, one magnet is deenergized for caution conditions. Consequently, if the vehicle passes an isolated rail section 9, the movement of the W over the rail section, will open the circuit 8 thereby deenergizing the magnets 17 and 18, and the lever 33 and pawl 34 will drop. When the wheel W of the vehicle has moved past such isolated rail section 9, the bridge of which is opened, the circuit 8 is again closed, thereby energizing the magnets 17 and 18, andthe lever 33 being raised by the magnet 17 will turn the wheel 26 one step, and the pawl 34 is then removed from the wheel by the magnet 18. The catch 39 "will drop into the notch 4-1 of the wheel 26, to retain said wheel in caution position, with the segment 27 removed from the contact 28, to open the circuit of the magnet 20, so that the armature 24 will drop to give a caution signal or controlling condition. It is then necessary for the vehicle to slow down to caution speed, in order to restore the device 19 by disengaging the catch 39 from the wheel 26. When such caution signal is received by the vehicle equipment, the magnet 64 being deenergized with the magnet 20 re leases the switch 63, thereby maintaining the vehicle under caution control, with the core arm 67 of the magnet 65 attracted to the rail. Such caution control is maintained until the arm 67 is released from the rail by passing over the non-magnetic section 78 when nearing the end of the block. The releasing of the arm 67 and closing of the switch 69 against the contact 70 will reenergize the magnet 64 to again attract the switch 63, and thereby restore normal conditions.

Under danger conditions, both magnets 11 at a control station are deenergized, sothat both switches 10 are open. Therefore, when the wheel 7' passes over the isolated rail sections in succession, the device 19 will be set to caution position by the first breaking and reclosing of the circuit 8, and the wheel 26 is held by the catch 39, and when the circuit is opened and closed the second time, the lever 33 and pawl 34 are released from and againattracted to the magnets 17 and 18, whereby the pawl 34 engages in the notch 36 and advances the wheel 26 the second step so that the catch 40 will drop into the notch 42, thereby retaining the wheel in danger position. The vehicle must then come to a stop in order to remove the catch 40 from the notch 42. Such ratchet device can be under lock and key to avoid tampering therewith or unwarranted release of the controlling conditions, such as when necessary to proceed to the next station for making repairs or adjustmentsflf the equipment is out of order, or if the danger conditions have been eliminated and the track cleared, or the like.

It will be noted that should the magnet 17 fail to be reenergized to pick up the armature lever 33 for turning the wheel 26 to either position, when the circuit 8 has been broken and closed again, due to the failure of current, short circuit, or the like, the magnet 54, will, after an interval, release the switch 55, thereby opening the circuit of the danger magnet 21 togive a danger signal or condition.

Having thus described the invention, what is claimed as new is 1. Vehicle controlling apparatus including indicating means, a responsive vehicle device controllingisaid means, a governor operated according to vehicle speed, means controlled by the governor and controlling said device for the restoration of said device below a predetermined speed, means operable by the responsive action of said device for placing the control of said indicating means under the governor below a predetermined speed, and means operable for terminating such governor control of said indicating means.

2. Vehicle controlling apparatus including a responsive vehicle device, a governor operated according to vehicle speed, means controlled by the governor for controlling the return of said device to normal position and reqiiiring the slowing down of the vehicle below a predetermined speed when a caution signal is received, caution indicat ing means controlled by said device, means controlled by the governor when a caution signal is received for controlling the caution indicating means to maintain caution conditions, and means for relieving the control of the caution indicating means by the governor.

3. Vehicle controlling apparatus including a responsive vehicle device, a governor operated according to vehicle speed, means controlled by the governor for controlling the return of said device to normal position and requiring the slowing down of the vehicle below a predetermined speed when a caution signal is received, caution indicating means controlled by said device, means controlled by the governor when a caution signal is received for controlling the caution indicating means to maintain caution conditions, and means for relieving the control of the caution indicating means by the governor including means on the track and a responsive/member on the vehicle,

4. Vehicle controlling apparatus including an electrical caution indicating meansfa responsive device controlling the circuit of said means, speed-controlled means controlling said'responsive device for the return of said device when the vehicle is slowed down below a predetermined speed, and means also controlled by the vehicle speed and controlling the circuit of said indicating means for maintaining caution conditions after the vehicle is slowed down.

5. Vehicle controlling apparatus including an electrical caution indicating means, a responsive device controlling the circuit of said means, speed-controlled means controlling said responsive device for the return' from the lastnamed means when the vehicle has travelled a predetermined distance.

6. Vehicle controlling apparatus including an electrical caution indicating means, a

responsive device controlling the circuit of said means, a governor operated according to vehicle speed, means controlled by the governor for controlling the returnof said device to normal position dependent on the slowing down of the vehicle below a predetermined speed, means operable when a caution signal is received for controlling the circuit of the indicating means from said governor to maintain caution conditions, and means for relieving the control of the indicating means by the governor.

7. Vehicle controlling apparatus including an electrical caution indicating means, a responsive device controlling the circuit of said means, a governor operated according to vehiclespeed, means controlled by the governor for maintaining said device in responded position until the vehicle s slowed down below a predetermined speed, other means controlling the circuit of the indicating means including a switch to open the circuit whensaid device responds to a caution signal and another switch controlled by the governor, whereby the movement of the firstnamed switch upon receipt of a caution indication places the control of the indicating means under the secondnamed switch and governor to maintain caution conditions, and means for controlling the firstnamed switch under predetermined conditions for relieving the indicating means from control by the secondnamed switch.

In testimony whereof I hereunto aflix my signature.

ALFRED L. RUTHVEN. 

